Human powered ground vehicle

ABSTRACT

This invention discloses a front wheel steering, front wheel drive, light weight, foldable, ground transportation vehicle. The disclosed vehicle is constructed for convenient manual transformation between a deployed operating configuration, for transporting one or more passengers, and a compactly folded position, for facilitating toting the vehicle about as well as stowing it away. Two-wheel and three-wheel versions of the vehicle are set forth. Both such embodiments can utilize basically the same drive and steering constructions.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to human powered ground transportationvehicles having two or more wheels, such as bicycles and the like. Moreparticularly, the present invention relates to a bicycle, or similarvehicle, constructed for convenient manual transformation between anerected operating configuration, for transporting one or morepassengers, and a compactly folded position, for facilitating toting thevehicle about as well as stowing it away.

2. Description of the Related Art

Today, bicycles enjoy wide recognition and favorable acceptance as ameans of transportation. Bicycle design and construction has evolvedtremendously over the years, and further evolution will likely continuelong into the future.

In the early days of development, both steering and powering functionsfor the typical bicycle were carried out via the front wheel. A typicalsteering arrangement included a handlebar, attached atop a steeringcolumn, as a means for operator controlled steering of the vehicle. Inthis regard, the handlebar/steering column arrangement was designed torotate in concert with the front wheel. Any manual rotation of thehandlebar effected an identical angular rotation of the front wheel. Formotion, early systems typically supplied driving power, derived from arider's leg work, directly to the front wheel. In this regard, the drivesystems generally included a pair of rider engagable foot pedals. Onepedal was positioned laterally outward of, and alongside, each outerface of the wheel. Connection means were provided to rigidly attach thepedals at opposing ends of the front wheel axle.

Although effective for certain limited purposes, the early direct drivesystems were characterized by various disadvantages. For example, thetypical human operator was physically incapable of rotating the frontwheel assembly, via the foot pedals, at such a rate (revolutions perminute) as required in order to achieve high vehicle speeds (i.e., morethan 15 mph). Further, high speed travel could not be achieved even whensuch a direct drive system was used in combination with a large-diameterfront wheel (e.g., five feet). Another disadvantage, which wascharacteristic of the early direct drive systems, was incurred due tothe rigid attachment of the foot pedals at the front wheel axle. Suchattachment required that the pedals rotate about the vehicle's steeringaxis upon rotation of the front wheel. This characteristic made vehiclesteering maneuvers highly cumbersome for the operator.

Subsequent design efforts, aimed at permitting an increase in topvehicle speed without requiring the use of a large-diameter front wheel,eventually lead to the introduction of gears into the vehicle drivesystem arrangement. Achievable bicycle top speeds increased tremendouslyas a result. The developed gears and the various systems of gears,additionally, permitted the foot pedals to be fixed with respect to thevehicle frame instead of at the front wheel axle. Accordingly, theproblems due to pedal rotation during steering could be avoided. Thegreat successes enjoyed through the use of gears in the various bicycleoperational systems prompted still further development efforts. Today,developers continue such efforts to create new and/or improved gears andgear arrangements capable of satisfying a variety of targeted needs andgoals.

Numerous and varied additional changes and improvements in bicycledesign have been observed over the past century. The typical bicycle oftoday generally includes a metal frame mounted on two wire-spoked wheelswith one behind the other, a seat, handlebars for steering, and a pairof pedals by which it is driven. The majority of present day bicyclesare constructed so that steering is accomplished via the forwardlypositioned wheel and drive (power) for the vehicle is provided via therearwardly positioned wheel. The overall length of such arrangementstend to exceed five feet. The vehicle weight is sometimes minimized byutilizing light weight materials, such as aluminum or fiber reinforcedresins. Bicycle constructions which employ such materials can achievevehicle weights as low as 10 pounds.

In spite of the widespread acceptance of bicycles as a means oftransportation highly useful for many purposes, riders neverthelessoften encounter problems upon reaching a destination point. For example,adequate facilities may not exist at a particular destination forstoring the bicycle. Unfortunately, when a bicycle is temporarily parkedand left unattended, it often becomes a target for theft and/orvandalism. Another problem can be encountered if the bicycle is usedduring, or in making, only a limited portion of a trip. In such asituation, the use and/or presence of the bicycle, especially a largeand/or heavy one, will not always be desirable. For example, it maybecome necessary for a rider to carry the bicycle onto a differenttransportation vehicle for a time (e.g., a bus, van, train, plane,etc.). Such a situation could arise when the only reasonable meansavailable to get to a particular desired location is by way of a commonpublic transportation vehicle, but the rider contemplates a future needto use the bicycle after arriving at the location. It is not onlyinconvenient to hand carry presently known ordinary bicycles, but alsothose constructed of very light weight materials. This is due to thefact that many problems arise primarily as a result of vehicle length.Typical vehicle lengths are often equal to, or greater than, averagehuman height. Thus, problems caused merely by the spatial outlay of avehicle can deter or prohibit a rider from carrying it about and/orstowing it safely away during periods of non-use (e.g., while at theworkplace).

Development efforts, focused at reducing the vehicle carryingconfiguration length and width, have given rise to bicycle designsincorporating various folding schemes. Although the known foldingbicycle designs exhibit a number of differences from the typicalfeatures of ordinary bicycles, they have all continued to utilize thetypical basic steering and power drive arrangement employed withordinary bicycles. So far, the reductions in carrying configuration size(volume) achieved by the known folding bicycles have not provensufficient to promote their general recognition and acceptance.

In order to operate a typical bicycle, a force (power) must be impartedby the rider's legs towards the vehicle pedals. Generally, thisoperating force extends in a substantially vertical direction.Accordingly, the rider usually assumes a riding position whichfacilitates the application of such force. The usual position assumed bythe rider tends to make the overall vehicle/rider height greater thanfour feet. As a consequence, a large frontal view cross sectional areaof the rider's body is exposed which acts as a source of drag.

There is a known bicycle design-type which reduces the frontal crosssectional area exposed by a rider, as compared to that encountered withthe more typical bicycle constructions. Such vehicles are known asrecumbent bicycles. Recumbent bicycles are designed so that the riderassumes a lay-back position during vehicle operation. Recumbent bicycleshave been the predominant design-type used by riders in setting thecurrently held short distance speed records. Despite their successes,recumbent bicycles are recognized to present certain problems of theirown. Recumbent bicycles equipped with typical front wheel steering andback wheel drive require the use of long drive chains which arepositioned under the rider. Unfortunately, such drive chains are apotential source of drag since they tend to add to the vehicle heightand, thus, to the frontal view cross sectional area.

As can be readily ascertained from the foregoing, various improvementsin bicycle design and construction are desirable.

It is a general object of the present invention to provide a humanpowered ground transportation vehicle having two or more wheels.

It is a particular object of the present invention to provide a bicycle,or similar vehicle, constructed for convenient manual transformationbetween an erected operating configuration and a compactly foldedposition.

It is a further object of the present invention to provide a compactlyfolded bicycle, or similar vehicle, which can be readily carried by handand/or stowed away, as desired.

It is a related object of the present invention to provide a compactlyfolded bicycle, or similar vehicle, which occupies a reducedhand-carrying configuration volume compared to that occupied by theknown constructions in the art.

It is also a related object of the present invention to provide acompactly folded bicycle, or similar vehicle, which demands less spacefor storage than that required for storing any of the knownconstructions in the art.

An additional object of the present invention is to provide a humanpowered ground transportation vehicle which has a relatively low frontalview cross sectional area in order to minimize drag.

It is a related object of the present invention to provide a low drag,human powered ground transportation vehicle, having one forwardlypositioned wheel and at least one rearwardly position wheel, wherein theconstruction is uniquely adapted to utilize the forwardly positionedwheel both for effecting vehicle steering maneuvers as well as forpowering the vehicle.

It is also a related object of the present invention to provide a frontwheel steering, front wheel drive, low-drag, human powered groundtransportation vehicle equipped with a uniquely designed geararrangement for the vehicle drive system; wherein the gear system designpermits both highly effective vehicle drive system performance and, atthe same time, good overall vehicle performance substantially unaffectedby the structural presence and/or the physical operations of the gearsystem.

It is yet a further object of the present invention to provide afoldable bicycle, or similar vehicle, which is relatively simple and lowin cost, yet is reliable and efficient as a means for transportation.

SUMMARY OF THE INVENTION

The present invention is adapted to be embodied in a human poweredground vehicle. One feature of the invention comprises a vehicle framehaving forward and rearward ends. A steering column is also includedwhich extends across the vehicle frame. Additionally, foot pedals areprovided, coupled to the frame, for revolving motion about an axis whichtraverses the vehicle frame and is located laterally forward of thesteering column.

Also, various features of the present invention are adapted to beembodied in both two-wheeled and three-wheeled vehicle constructions.The vehicles are provided with front wheel steering and front wheeldrive. The vehicles are advantageously foldable between a deployedoperating configuration and a compactly folded configuration.

Additional features and advantages of the present invention will becomeclear from the following description.

BRIEF DESCRIPTION OF THE DRAWINGS

The structure and manner of operation of the invention, together withthe further objects and advantages thereof, may best be understood byreference to the following description taken in conjunction with theaccompanying drawings, in which identical reference numerals identifysimilar elements, and in which:

FIG. 1 is a side view of a two-wheeled human powered ground vehicle in afully erected operating configuration according to the teachings of apreferred embodiment of the present invention;

FIGS. 2(A) and 2(B) are top and side views, respectively, showingvarious features along middle and rearward regions of the vehicle framestructure according to the teachings of the present invention;

FIGS. 3(A) and 3(B) are top and side views, respectively, showingvarious features along the rear regions of the vehicle frame structureaccording to the teachings of the present invention;

FIGS. 4(A) and 4(B) are side and front views, respectively, of thevehicle front wheel/steering column arrangement according to theteachings of the present invention;

FIGS. 5(A) and 5(B) are top and side views, respectively, showingfeatures along a forward region of the vehicle frame structure accordingto the teachings of the present invention;

FIGS. 6(A)-(C) are various views of a variable gear ratio deviceaccording to the teachings of the present invention;

FIGS. 7(A)-(D) are various views of gears used to transmit human powerfrom a gear fixed with respect to the vehicle frame to a gear fixed withrespect to the front steering column according to the teachings of thepresent invention; and,

FIGS. 8(A) and 8(B) are top and side views, respectively, of athree-wheeled human powered ground vehicle in a fully erected operatingconfiguration according to the teachings of another preferred embodimentof the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The following discussion of the preferred embodiments of the presentinvention is merely exemplary in nature. Accordingly, this discussion isin no way intended to limit the scope of the invention, application ofthe invention, or the uses of the invention.

Referring initially to FIG. 1, one preferred embodiment of the humanpowered ground transportation vehicle 10 is shown in side elevationalview. The vehicle 10 is provided with two wheels with one wheel 12positioned behind the other wheel 14. Vehicles of this general type arepopularly known (and herein referred to) as `bicycles`.

The bicycle 10 of FIG. 1 is depicted in its fully erected operatingconfiguration. The reference letter "L" is shown as designating adistance of approximately one foot along the vehicle's longitudinalaxis. Such length is merely set forth for illustrative purposes and isnot intended to be limiting. It should be noted that the presentinvention contemplates a variety of sizes, shapes, and variousdimensions, for a vehicle constructed in accordance with the teachingsset forth herein.

Bicycle 10, as illustrated, includes a number of basic components, suchas: a frame 16 spanning the distance between the wheels 12, 14; a seat18 to accommodate a rider in a straddle position; handlebars 20 forsteering; and a pair of pedals 22 and 24 (right-side and left-side,respectively) by which it is driven. Briefly, regarding vehiclesteering, the present invention employs an arrangement which allowsmanual turning of the front wheel 14, as desired, via the handlebars 20and steering column 34 arrangement. With regard to vehicle drive, inaccordance with the teachings of this invention, foot power applied tothe pedals 22, 24 is transmitted to the front wheel 14 via a gear systemand chain arrangement.

Vehicle 10 differs significantly from ordinary bicycles in design,structural arrangement, and operation. For example, as noted earlier,the majority of present day bicycles are constructed so that steering isaccomplished via a forwardly positioned wheel and drive (power) for thevehicle is provided via a rearwardly positioned wheel. Bicycle 10 of thepresent invention, on the other hand, is constructed so that bothsteering and drive are effected via the front wheel 14.

Another difference in the arrangement of bicycle 10, from that ofordinary bicycles, involves the spatial relationship between thelocation of the pedals 22, 24 with respect to the seat 18. Asascertainable from FIG. 1, a rider applies force, appropriate foroperating bicycle 10, along a path extending from a region proximate theseat 18 towards the area of the pedals 22, 24. Since this inventionprovides the pedals 22, 24 at a position along a forwardmost region ofthe frame 16, such force follows a diagonal line down towards thevehicle's lower, front end. Thus, the direction of such operationalforce has a substantial horizontal component. Accordingly, duringoperation of the vehicle constructed according to the present invention,the rider is postured low, with reduced overall height. Such placementof the rider aids in minimizing drag. This is in sharp contrast toordinary bicycles typically having foot pedals positioned beneath theseated rider. As noted earlier, such bicycles require a verticallydirected operating force which tends to place the rider in an upright,high drag operating position.

The unique design of the present invention provides an arrangement ofelements which not only distinguish the bicycle 10 structurally frommost commonly known bicycle constructions, but which also minimize thepotential for incurring various inconveniences during efforts intransforming the vehicle 10 between its erected operating configurationand its compactly folded configuration.

It is quite likely that certain important structural features of thepresent invention, as well as various advantages, are already apparentby way of the discussions and descriptions set forth above. Suchfeatures and advantages should become even clearer, and furtheradvantages of the present invention should be easily recognized andunderstood, upon studying the additional detailed description materialsand reading the various accompanying comments which are set forth below.

The frame 16, as illustrated in the embodiment of FIG. 1, is comprisedof a plurality of separate and distinct frame sub-components, orsections. Particularly, the frame 16 (as shown) includes a front section26 located towards the forward end of vehicle 10, a rear section 28located towards the rearward, or tail, end of vehicle 10, and anintermediate mid-section 30 disposed along a middle region of thevehicle 10 and spanning the distance of space which separates the frontand rear sections (26 and 28). Upon properly aligning the sections inseries (i.e., front-middle-rear) and appropriately connecting themtogether, as described more fully below, the sections (26, 28 & 30) aremade to perform just as a single, unitary frame.

The distinct sections (26, 28 & 30) of frame 16, are each uniquelyadapted to act as means for supporting particular vehicle-relatedcomponents. Still further, each section (26, 28 & 30) is purposelyconfigured to accomplish and/or allow desirable results and objectives,a number of which are not usually associated with vehicle frames. Thestructure of FIG. 1 exemplifies plural frame sections (26, 28 & 30)which express such considerations, by design, in construction, andthrough particular structural arrangement.

As depicted in FIG. 1, the front section 26 of frame 16 acts to supportthe foot pedals 22, 24, and associated structures. As also shown, eachindividual pedal 22, 24 is connected at one end of a respective crankarm 33 and 35 (right-side and left-side, respectively). The connectionsare desirably of a type permitting pedal rotation. Preferably, the pedalconnections are made by inserting a short pivot rod, extending from eachpedal (22, 24), into a respective receiving socket formed in each crankarm's outer end region. The other end of each crank arm 33, 35, in turn,is attached for sweeping angular motion about a respective axis 36.

In a preferred embodiment, the crank arms are attached at the frameconnection points 36 (only one of which is visible in the side view ofFIG. 1) in such a way that each pedal and crank arm combination canswing, in a back-and-forth fashion, about its respective axis 36. Theaxis 36 for each crank arm, according to the preferred embodiment ofFIG. 1, is located proximate the vehicle's forwardmost region andtraverses laterally through the side surfaces of the front frame section26. Additional details concerning pedal operation, and related features,are set out later in the description.

The front section 26 additionally accommodates and provides support forcertain other components, which include: a preferred gear system whichforms a part of the vehicle drive system; connection means pertaining tothe vehicle steering column arrangement 34; and additional connectionmeans pertaining to an interconnection at the region whereat the forwardframe section 26 meets with the middle frame section 30. Additionaldetails of the gear system and various connection means, just mentioned,are discussed below.

The mid-section 30 of frame 16 is connected to the front section 26 atan upper point 40 and at a lower point 42. Connection points 40, 42 aredisposed along a region at which these two frame sections 26, 30 cometogether. Although any suitable connection device can be employed, thepresent invention contemplates that one of the points 40, 42 shoulddesirably utilize a pivotable connection means for allowing rotation ofone frame section relative to the other. The axis for such rotation isdesirably located at connection point 40. Placement of the rotationalpivot axis at connection point 40 offers a very efficient constructionfor achieving a compact configuration during periods wherein bicycle 10is folded. By such placement, substantial overlap between the framesections (26, 30) can be obtained when one frame section is foldedaround to the other frame section. If rotational point 40, as described,is believed to be a potential source for structural problems in theframe 16, it may be desirable to construct the area as wide asreasonably possible for enhanced frame strength. The structural featuresand arrangements, as just described, help in providing a constructionable to achieve the minimal vehicle folded dimension.

Seat 18 is supported by a section of frame 16, as shown in theembodiment of FIG. 1. While the seat 18 is preferably attached along thetop side of mid-section 30 (as shown), it is nevertheless contemplatedherein that it might be desirable in some circumstances to attach theseat 18 atop the rear frame section 28 instead. Any known connectorarrangements, as considered suitable by those skilled in the art, may beutilized in effecting attachment of the seat 18 along frame 16. Atypical arrangement, contemplated herein, utilizes a rod having one endsecured to the seat and the other end held within a receiving socket atthe vehicle frame. Such connection means could also provide anarrangement of receptacles useful to facilitate adjustments to seatheight between various preset positions.

The rear frame section 28 includes suitable structural supports alongthe rearward vehicle area and accommodates the rear wheel 12.Particularly, rear section 28 provides mounting structure adapted tosupport the rear wheel 12. In this regard, the rear wheel 12 is mountedto spin freely about its central axle 13. By such mounting arrangement,rear wheel 12 is permitted to readily follow front (powered) wheel 14during travel.

Rear section 28 is further adapted to be rotated in a fashion to achieveoptimal compactness once the bicycle 10 is folded. Such rotationpreferably takes place about vertically disposed axii capable ofpermitting the rear section 28 to swing laterally outward and around. Inthe preferred embodiment of FIG. 1, a single full length sweep (i.e.,beginning at one extreme end and continuing until the other extreme endis reached) by the rear section 28 angularly rotates about one hundredeighty degrees. In this way, the rear section 28 can swing over asufficient angular distance to reach a preferred final position,adjacent to the mid-section 30 and substantially parallel to the generalvertical plane of mid-section 30. This preferred construction furtherhelps to ensure that the minimal vehicle folded dimension is achieved.

With additional reference to FIGS. 2 and 3, preferred details for themid-section 30 and rear section 28 constructions of the invention areshown. One side of the means connecting the mid-section 30 to the rearsection 28 includes two double hinged joints 46, 47. The other sidecontains a sliding element 48. The sliding element 48 is adapted to beactivated by an elongated lever 49 which can be rotated about axis 50.The lever 49 is usually locked at its lower position, except duringvehicle folding or unfolding. Teeth are provided on sliding element 48and on lever 49 to achieve a secured lever position. The sliding elementis operable to engage hinges 51, 52 which are rotatable about axis 53,54 at the rear of the frame mid-section 30. The rear section 28 ispreferably formed with a cutaway area 55. The details and function ofthe cut-away area 55 will become clear later in this description.

It is contemplated that steel, aluminum or fiber reinforced plasticresins can be used to construct frame 16. Of course, any othermaterials, as considered suitable by those skilled in the art, may beused in the frame construction.

Non slip bolts, or other suitable means, are provided in order to secureand maintain the vehicle frame sections in the deployed configuration.Also, a suitable folded position latch, at point 65, is provided forsecuring and maintaining the vehicle in its folded configuration.

A preferred manner for general folding of bicycle 10, to reduce itsoverall length and height, is carried out in as follows. Initially, anymeans positionally interlocking the sections with one another aredisengaged from the secured state. To effect the first fold, the framerear section 28 is rotated with respect to its associated vertical axiiaround to the right, thereby permitting the rear section 28 and themid-section 30 of the frame to ultimately become parallel with oneanother. The second fold is effected by rotating the front frame section26 with respect to its associated horizontal axis so that it achieves asubstantial overlap relative to frame mid-section 30. It is furtherdesirable to shift the seat 18, foot pedals 22, 24, and handlebars 20from respective operating positions to stored positions. The foldedvehicle 10 can conveniently be hand carried and/or stowed out of the way(e.g., under the seat of a passenger train, bus, van, airplane, or otherpublic transportation means).

Some of the most innovative features, according to the teachings of thisinvention, are situated along the front of the vehicle 10. Certain ofthese features are contained by the steering column 34.

In accordance with the present invention, and with additional referenceto FIGS. 4(A) and 4(B), the front steering column 34 consists of thefront wheel 14 (including the front tire), a drive chain 60, thehandlebars 20, and other control devices, not specifically illustrated,such as braking and gear shifting means. The steering column 34 isconnected to the front frame section 26 by way of two (or more)bearings, specifically depicted in FIG. 4 as an upper bearing 63 and alower bearing 64. The width of the front frame section 26 issufficiently reduced along the region proximate the steering column 34in order to adequately accommodate the steering column 34.

The steering column 34 is preferably adapted for folding at its topportion. Particular folding and unfolding action can be modified tosatisfy different requirements determined according to the rider's bodyheight, and/or any other special preference(s). Also, one or both handgrips, of handlebars 20, may be constructed to double-function as handtool to assist vehicle deployment.

The steering column 34 is capable of rotating with respect to the frontframe section 26 along an axis of rotation which extends through thecenter of upper bearing 63 and through the center of lower bearing 64.Such rotational axis is designated by the reference letters A--A in theaccompanying drawing figures. The angular rotation is limited to lessthan 20 degrees. It is not anticipated that a rider should likelyencounter significant inconvenience from such limitation.

FIGS. 4(A) and 4(B) show a link structure for the vehicle 10, indicatedgenerally by the reference numeral 59. Link 59 is disposed along thewheel 14 and the bearings 63, 64. Link 59 is constructed and arranged ina fashion to substantially surround the drive system chain 0. Theconstruction and placement of link 59, as described, provides adequatestructural strength with minimized width for the folded vehicle.

Link 59 supports gear 62 which is employed to transmit power from theframe 16 to the steering column 34. Gear 62 is adapted to rotate about acentral axis along line 66. The drive chain 60 is arranged tooperatively engage an upper rotatable chain sprocket 68 and a lowerrotatable chain sprocket 74. As shown in FIG. 4(B), the axis of rotationfor the upper chain sprocket 68 extends along the same line of rotationas that of gear 62. As contemplated herein, a rachet arrangement isdisposed at the sprocket 74 and wheel 14 so that incidental rotation ofthe front tire will not cause undesirable driving of the chain 60. Anyknown arrangement, as may be considered suitable by those skilled in theart, for achieving this purpose can be used.

The drive chain 60 and associated support structure is placed towardsthe right hand side of the vehicle 10. As earlier described, the rearframe section 28 is arranged to fold towards the right hand side and,also, has cut-away area 55. Cut-away area 55 is constructed foraccommodating support structure of the drive gear upon folding. Uponfolding, the structural support along the right hand side of thesteering column, extending towards the right, is received withincut-away area 55. Thus, folding action is not impeded and the width ofthe folded vehicle is minimized.

An extension 70 around the lower sprocket 74 provides increased strengthfor the steering column 34 without interfering with folding action orcausing increased width of the folded vehicle. The relatively smallfront wheel 14 used with the vehicle of the invention reduces the needto place foot pedals 22, 24 a great distance away from the vehiclecenter line. Brakes and controlling cables are suitably installed in thesteering column 34.

Commonly, the known bicycle arrangements have foot pedals positionedbeneath the rider. Some known bicycle arrangements have foot pedalspositioned substantially in front of the rider. Forwardly positionedpedals are preferred herein since they permit placement of the rider ina relatively low position with reduced overall height.

The foot pedals 22, 24, shown in FIG. 1, are adapted to revolve about anaxis located forwardly of the steering column 34. Reciprocating actionpedals, which sweep back-and-forth, are preferred herein over the wellknown conventional rotary pedals, since they reduce the necessity oflifting the feet. Nevertheless, rotary pedals are compatible with theteachings of this invention. The pedals, according to the presentinvention, are separated from one another a sufficient distance (acrossthe bicycle longitudinal centerline) to permit unimpeded rotation of thefront wheel.

As mentioned earlier, the frame's front section 26 accommodates andprovides support for various elements of the power drive system. In thisregard, FIGS. 5(A) and 5(B) illustrate structural details of theinvention which enable human power to be transmitted to the front wheel14.

Human (foot) power is applied to the pedals 22, 24 and cause therespective crank arms 33, 35 to rotate about the axis 36, fixed withrespect to the front frame section 26. Crank arms 33, 35 are disposed inmechanical communication with gear 80 for inducing rotation of gear 80responsive to crank action. In accordance with a preferred embodiment ofthe invention, the power stroke takes place in the clockwise direction.In order to make the rotation of gear 80 follow the direction of thepower stroke, a suitable one way rachet arrangement for permitting onlyclockwise movement of gear 80 is employed. The rachet arrangementutilized should allow each foot pedal to become engaged with the drivemechanism only when the pedal is being pushed forward. During the returnstroke, the pedal should be free to slip with respect to the drive gear.By way of such arrangement, human power can be transmitted to the frontwheel 14 with the foot pedals 22, 24 moving back and forth alongcircular arc segments. Any known rachet arrangement, as consideredsuitable by those skilled in the art, for accomplishing this objectivemay be employed with the present invention.

Gear 80 of the drive system is disposed in mechanical communication withgear 81 for inducing rotation of gear 81 responsive to action of gear80. Gear 80 and gear 81 are operatively arranged so that rotation ofgear 81 takes place in the counter clockwise direction. Gear 80 isdimensioned larger than gear 81 (radius), so gear 81 exhibits anincrease in rotation rate (higher rpm).

Gear 81, in turn, is disposed in rigid mechanical communication withgear 82 for inducing rotation of gear 82 responsive to action of gear81. Both gear 81 and gear 82 are operatively arranged to rotate aboutaxis 83. Gear 82 is dimensioned larger than gear 81 (radius), so gear 82exhibits an increased peripheral speed.

Gear 82, in turn, is disposed in mechanical communication with gear 84,which is part of a variable speed (gear ratio) control device 85(described below), and is operative to induce rotation of gear 86 in theclockwise direction and at the selected rate.

Gear 86, in turn, is disposed in mechanical communication with gear 87and is operative to induce rotation of gear 87 in the counter clockwisedirection. Gear 87 rotates about axis 88, using a large diameter hollowcenter bearing 90 (FIG. 7(D)) attached to the front frame 26. Gear 89 islocated inside of gear 87. Gear 89 is operatively disposed to transmitthe counter clockwise rotation from gear 87 to gear 62 (FIG. 4).

As described above, gear 62 is fixed with respect to the steering column34 in order to rotate in harmony with steering column 34 rotation. Gear62, therefore, is arranged to make variable angle contact with gear 89according to the steering need. The diameters of the gears are chosensuch that the optimum vehicle speed is achieved with the optimum pedalrate.

With regard to the variable speed (gear ratio) device 85, mentionedabove, FIGS. 6(A)-(C) illustrate certain details of a preferredconstruction which is considered suitable for use with the invention.FIG. 6(A) is a side view of the variable speed (gear ratio) device 85.FIG. 6(B) is a top view of the variable speed (gear ratio) device 85.FIG. 6(C) is a cross sectional view taken along the line 6--6 of FIG.6(B). As contemplated herein, the device 85 can have two or more speedswith the maximum to minimum speed ratio of up to 5. Referring generallyto the figures, a planetary gear arrangement having plural planetarygears 93 (a, b and c) is provided. The planetary gears 93 (a, b, and c)are disposed upon a sliding disc 94. An element (gear 91) is providedcentrally of the arrangement, along rotational axis 92. In operation,making gear 91 slide along the rotational axis 92 enables it tooperatively engage the different planetary gears 93 (a, b, or c) or thegears on the device body 85 directly. In this way, different gear ratioscan be achieved. This type of speed change device has been usedpreviously for bicycles.

The transmission of (human) pedal power along the vehicle frame to gears87, 89, discussed earlier, is relatively straight forward (Note: it maybe desirable to utilize helical teeth, rather than spur gears, to helpmake this transmission smooth). Similarly, the transmission of poweralong the steering column from gear 62 to the front wheel 14, set forthabove, is also relatively straight forward. Recall that upon steeringthe vehicle 10, movement takes place between the frame 16 and steeringcolumn 34 about a small angle of rotation. It should be appreciated thatthe gears employed to transmit the power from the vehicle frame 16 tothe steering column 34 during such rotation are extremely important.

In this regard, FIGS. 7(A)-(D) illustrate details of a preferredconstruction, according to the teachings of the present invention,employed to transmit human power from a gear fixed with respect to thevehicle frame to a gear fixed with respect to the front steering column.FIGS. 7(A)-(B) are side views, and FIGS. 7(C)-(D) are top views. Thereference letter "P" designates the position of the inside gear (89) inFIG. 7(D). Gear 89 is constructed to be slightly larger than gear 62(with commensurate diameter ratio of 5 to 4). Rotational axis 66 of gear62 is therefore closer to the main contact position 95 than rotationalaxis 88 of gear 89. Rotational axis 66 also intercepts the steeringcolumn rotational axis A--A. The surfaces of the teeth on gear 62 aresurfaces of rotation with respect to the steering axis when the teethare disposed at contact position 95. The surfaces of the teeth on gear89 are whatever is necessary to allow the teeth of gear 62 to operate.

The surfaces of the teeth on gear 89 can be made using a grinding toolshaped like the tooth configuration upon gear 62. The drawings of FIG. 7are not intended to be precise representations of the gears. The spacebetween the teeth in gears 89 and 62 may likely be somewhat greater thanthat depicted in the figures. The construction as described hereinallows enough room to accommodate the bearings 63, 64 and the framestructure. There should be room to make all gears to be more than 0.5inches wide. Such widths can be smaller if the material strength isadequate.

Front wheel drive (power) might be achievable for the vehicle of thisinvention without requiring the gears described in connection with thedrawings of FIG. 7 (or other means accomplishing such purpose) ifsteering were transferred to the back wheel. However, it would likelyprove very difficult for a rider to maintain adequate control with arear-wheel steering vehicle. Also, placement of steering componentsalong the rear wheel would cause complications in vehicle folding and/orunfolding. Thus, the front wheel steering described herein is preferred.

Next, referring again to FIG. 1 and FIGS. 5(A)-(B), a constructionsuitable to ensure the desired reciprocating action upon powering pedals22, 24 is described. As mentioned earlier, upon pushing one foot pedalforward, the other pedal should retract. Such reciprocating pedalactions should take place together. To accomplish this objective, asystem of gears, and/or segments of gears, can be employed. Thepreferred gear system of the invention is depicted in FIGS. 5(A)-(B).

Specifically, gears 158 and 161 are rigidly attached to respective crankarm portions 33, 35 in a manner to cause each gear to rotate therewith.Upon pushing pedal 22 forward, the resulting crank arm 33 motion inducesgear 158 to rotate in the clockwise direction. Gear 158 is disposed inmechanical communication with gear 159 for inducing rotation of gear 159responsive to action of gear 158. Gear 158 and gear 159 are operativelyarranged so that rotation of gear 159 takes place in the counterclockwise direction. Gear 159, in turn, is disposed in mechanicalcommunication with gear 160 for inducing rotation of gear 160 responsiveto action of gear 159. Gear 159 and gear 160 are operatively arranged sothat rotation of gear 160 takes place in the clockwise direction. Gear160, in turn, is disposed in mechanical communication with gear 162through an elongated shaft member 163, and operates to induce clockwiserotation of gear 162. Gear 162, in turn, is disposed in mechanicalcommunication with gear 161 for inducing rotation of gear 161 inresponse to rotation of gear 162. Gear 162 and gear 161 are operativelyarranged so that clockwise rotation of gear 162 operates to rotate gear161, and the rigidly attached crank arm 35, in the counterclockwisedirection. Thus, by the described construction, the goal of counterrotating pedals is achieved.

If the number of teeth for gears 158, 161 and 160, 162 are designed astwo matched pairs, the angle of rotation for the right and left sidewill be perfectly matched. As should be readily apparent to thoseskilled in the art, gear 159 obviously needs to have the same pitch asgears 158 and 160.

The gears for use with the invention are preferably made of highstrength material, such as steel. Any other material, as consideredsuitable by those skilled in the art, can be used in the gearconstructions.

FIGS. 8(A) and 8(B) are top and side views, respectively, of athree-wheeled human powered ground vehicle 210 in a fully erectedoperating configuration according to the teachings of another preferredembodiment of the present invention. As with the embodiment of FIG. 1,the three-wheeled vehicle of the invention can be folded to reduce theoverall length and height. Except where noted, the construction andoperation of the embodiment illustrated in the drawings of FIG. 8 can beassumed to be like those described above regarding the two-wheelembodiment. The mid-section 230 of frame 216 is hinged at 256, 257 tospread out to form a triangular structure. Two rear-section portions 228(a and b) are deployed side by side and are separated by a distance ofat least twelve inches. The vehicle 210, as shown, employs a smallerback wheel 212 than the rear wheel 12 (FIG. 1) of the two-wheeledpreferred embodiment. The smaller rear wheel construction 212 permitsdesirable strength enhancement structures to be disposed along the rearframe section 228 (e.g., for the hinged parts), without extendingoutside the basic length and width boundaries defined by the frame frontsection 226 and frame mid-section 230. The resulting increasedstability, at the expense of reduced speed, may be desirable for someapplications.

It should be noted that both the two-wheel and three-wheel embodimentscan be constructed utilizing the same front section.

The vehicle frame sections described above could be made by machiningaluminum materials (e.g., blocks) to the described configurations. Ofcourse, it is desirable to use a low-cost production technique,appropriate for the chosen materials, in constructing the vehicle of thepresent invention. Casting, stamping, and stamp bending and/or weldingare contemplated as suitable production techniques. Stamping may beappropriate for plastic structural elements utilized in the invention.Any other production technique(s), as contemplated by the skilledartisan, for achieving the invention may be employed.

It is contemplated that selective material removal, for a vehicleconstructed according to the present teachings, at positions notessential to structural integrity or vehicle operation, canadvantageously reduce vehicle weight. Vehicle weights of less than 20pounds should be possible.

The vehicle is operated in the deployed configuration, as shown inFIG. 1. As noted earlier, the front wheel drive, front wheel steeringconstruction limits the steering column angle of rotation. Also, theback-and-forth pedal action reduces the required foot movementamplitude. Otherwise, the vehicle functions similar to a normal bicycle.Speeds around 20 mph should be readily achievable by the average rider.

The following steps are contemplated for converting from the vehicle'scompactly folded position to its deployed operational configuration:

1. The frame's rear section is rotated with respect to the mid-section,and the lever (lock) is secured;

2. The front segment is rotated with respect to the rest of the frame,and the lock screws are tightened;

3. The top portion of the steering column and the handlebars areunfolded;

4. The foot pedals are attached by inserting the rod ends into receivingsockets in the crank arms; and,

5. The seat is attached and adjusted to the desired preset height.

The reverse process is used to fold the vehicle.

One convenient advantage of the front wheel drive, front wheel steeringarrangement of this invention relates to the readily accessibleplacement of all rider operated controls in proximity with one another.Another convenient characteristic of a vehicle made according to thepresent invention relates to a minimized need for adjustments once thevehicle is unfolded.

Those skilled in the art can now appreciate from the foregoingdescription that the broad teachings of the present invention can beimplemented in a variety of forms. Therefore, while this invention hasbeen described in connection with particular embodiments and examplesthereof, the true scope of the invention should not be so limited.Various changes and modifications may be made without departing from thescope of the invention, as defined by the appended claims.

It is claimed:
 1. A human powered ground vehicle comprising: a vehicleframe having a forward end and a rearward end; a steering columnhingedly connected to said vehicle frame and extending across saidvehicle frame; a motive power input assembly supported by said frame andadapted to derive motive power from a physical exertion of force by adriver, said motive power input assembly including at least one pedalmember adapted to revolve about a laterally extending axis whichtraverses said vehicle frame through an area located forward of saidsteering column; a plurality of wheels, including no more than a singlefront wheel mounted for rotation proximate said steering column; and atleast one rear wheel mounted for rotation proximate said rearward end ofsaid vehicle; and means for transmitting power from said motive powerinput assembly to said front wheel, thereby permitting said vehicle tobe driven, wherein said means for transmitting power includes a gearsystem positionally fixed with respect to said vehicle frame, a chainarrangement positionally fixed with respect to said steering column, andan intermediate power transmitting assembly mechanically communicatingsaid gear system with said chain arrangement, said intermediate powertransmitting assembly including first and second gear members whereinsaid first gear member is arranged inside of said second gear member topermit a mechanical communication therebetween.
 2. The vehicle of claim1 wherein said vehicle frame includes frame sub-sections and pivotablecoupling members, said pivotable coupling members interconnecting saidframe sub-sections in a fashion allowing angular rotation therebetweenand whereby said frame is manually transformable between a deployedoperating configuration and a folded configuration adapted to minimizevehicle dimensions.
 3. The vehicle of claim 2 wherein said framesub-sections include a front sub-section located at a forward region ofsaid vehicle, a rear sub-section located at a rearward region of saidvehicle, and an intermediate sub-section positioned along a middleregion of said vehicle.
 4. The vehicle of claim 3 further comprising afirst vehicle frame fold and a second vehicle frame fold; wherein saidfirst vehicle frame fold includes a generally vertically disposed axisabout which said rear sub-section can rotate; and wherein said secondvehicle frame fold includes a generally horizontally disposed axis aboutwhich said front sub-section can rotate.
 5. The vehicle of claim 1wherein said vehicle is a tricycle, having one front wheel and two rearwheels.
 6. The vehicle of claim 5 wherein said vehicle frame includes agenerally triangular-shaped region; said generally triangular-shapedregion having a lateral width which increases towards said rearward endof said frame.
 7. The vehicle of claim 1 wherein said means fortransmitting power is in direct communication with no more than saidfront wheel and wherein said at least one rear wheel is a followingwheel, adapted for free-wheeling rotation responsive to vehiclemovement.
 8. The vehicle of claim 1 further comprising a variable gearratio arrangement incorporated into said means for transmitting power.9. The vehicle of claim 1 additionally comprising a steering axis, saidsteering axis extending generally along said steering column; saidvehicle also including means for manually turning said front wheel aboutsaid steering axis, thereby permitting said vehicle to be steered by arider.
 10. The vehicle of claim 1 wherein said motive power inputassembly is a reciprocating action pedal system; said reciprocatingaction pedal system including a pair of pedal members, each pedal memberbeing adapted to sweep back-and-forth along an arc segment duringoperation.
 11. The vehicle of claim 10 wherein said pedal members arepositioned substantially forward of a rider.
 12. The vehicle of claim 11further comprising a seat supported by said vehicle frame and adapted toaccommodate a rider in a generally reclined position.